Railroad energy delivery system

ABSTRACT

Provided herein is an energy delivery system for transporting electrical energy from an electrical energy generation facility to an electrical energy consumption facility via rail. The energy delivery system can comprise a train comprising at least one rail car loaded with a battery system. The battery system can comprise an energy transfer interface for receiving energy from the energy generation facility when the train is located at the energy generation facility for charging batteries of the battery system and for transferring energy stored by the battery system to the energy consumption facility when the train is located at the energy consumption facility. The energy transfer interface can be configured to receive energy from a corresponding energy transfer interface mounted to a retractable arm system of the energy generation facility and to transfer energy to a corresponding energy transfer interface mounted to a retractable arm system of the energy consumption facility.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.63/252,055, filed on Oct. 4, 2021, the entire contents of which areincorporated herein by reference.

FIELD OF THE DISCLOSURE

The present disclosure relates generally to an energy delivery system,and more specifically to an energy delivery system for deliveringelectrical energy from an energy generation facility to an energyconsumption facility via rail cars of a train.

BACKGROUND OF THE DISCLOSURE

Additional energy generation sources are required to meet the increaseddemand for energy. As many newer energy generation facilities aregenerally located in remote areas, it is necessary to transport energyfrom those remote areas to more densely populated areas in need ofenergy. One method of transporting this energy is to run electricallines to an electrical grid, but this presents various issues. Forexample, the majority of the United States electrical grid was builtmore than 30 years ago, and has received only incremental investmentsince. Connecting new energy generation facilities to the existingelectrical grid also requires navigating a bureaucratic interconnectionprocess and often a decade of time to obtain permits to construct newelectrical transmission lines and supporting electrical infrastructure.

In current energy generation facilities, energy is generated and nearlyinstantaneously transmitted to an electrical grid to be consumed bycustomers. When excess energy is generated, it flows to either energystorage receptacles or to the electrical grid. When not enough storagereceptacles are available, the excess energy that flows to theelectrical grid can damage the electrical grid. One solution is toconstruct more energy storage facilities. However, new storagefacilities cannot easily be constructed in populated regions, whereenergy is needed, as energy storage facilities require significant spaceand would render nearby areas undesirable. Moreover, constructing newenergy storage facilities similarly requires following the protractedand complex permitting processes described above.

Accordingly, there exists a need for systems that can receive excessenergy from existing energy generation facilities and transport thatenergy to other locations in need of energy, and for receiving energyfrom new energy generation facilities without constructing newelectrical infrastructure.

SUMMARY OF THE DISCLOSURE

Described herein are systems and methods for delivering energy from anenergy generation facility to an energy consumption facility that isremote from the energy generation facility via train. Batteries on railcars of a train can be charged at the energy generation facility andthen the train with its charged batteries can move via rail to theenergy consumption facility for supplying energy to the energyconsumption facility. The rail cars can be configured for quick and easycharging and discharging of the batteries without the batteries havingto be moved off the rail cars, via such methods as a wireless energytransfer system, pantograph, third rail, crane system, or a retractablearm system.

According to some embodiments, an energy delivery system can utilizeshipping containers outfitted with the batteries and related electricalequipment for charging, discharging, and storing energy that can easilybe mounted to well cars and transported via a train utilizing existingrailroad tracks that already extend from remote areas to populatedareas. Accordingly, the energy delivery system can avoid the protractedpermitting processes and huge capital investment associated withconstructing new electrical infrastructure. The energy delivery systemscan mitigate issues with using the existing electrical grid oroverloading electrical transmission lines by transporting energy towhere it is needed. Moreover, by utilizing shipping containers forstoring energy, which can be stacked to take up a relatively smallfootprint, the energy delivery system requires little space and could beparked in a variety of locations such as empty parking areas, vacantlots, gravel fields, etc. that are in close proximity to facilitiesrequiring energy.

In one or more examples, an energy delivery system for transportingelectrical energy from an electrical energy generation facility to anelectrical energy consumption facility via rail comprises: a traincomprising at least one rail car loaded with at least one batterysystem, the at least one battery system comprising at least one energytransfer interface for receiving energy from an energy generationfacility when the train is located at the energy generation facility forcharging batteries of the at least one battery system and fortransferring energy stored by the at least one battery system to theenergy consumption facility when the train is located at the energyconsumption facility, wherein the energy transfer interface isconfigured to receive energy from a corresponding energy transferinterface mounted to a retractable arm system of the energy generationfacility and to transfer energy to a corresponding energy transferinterface mounted to a retractable arm system of the energy consumptionfacility.

The retractable arm system of the energy generation facility cancomprises one or more sensors and a controller configured to: receiveinformation from the one or more sensors associated with a position ofthe energy transfer interface of the at least one rail car, and alignthe energy transfer interface of the energy generation facility with theenergy transfer interface of the at least one rail car via theretractable arm system based on the received information. Optionally,the controller can be configured to move the energy transfer interfaceof the energy generation facility vertically to align with the energytransfer interface of the at least one rail car. In one or moreexamples, the controller can be configured to move the energy transferinterface of the energy generation facility horizontally to align withthe energy transfer interface of the at least one rail car. In one ormore examples, the controller can be configured to: locate the energytransfer interface of a second rail car via the one or more sensors, andalign the energy transfer interface of the energy generation facilitywith the energy transfer interface of the second rail car via theretractable arm system.

In one or more examples, the energy transfer interface of the at leastone rail car can be configured to receive energy in a contactless mannerfrom the corresponding energy transfer interface of the energygeneration facility. Optionally, the energy transfer interface of the atleast one rail car can include at least one inductive coil. Theinductive coil can be positioned to inductively couple with an inductivecoil of the corresponding energy transfer interface of the energygeneration facility to transfer energy in a contactless manner.

In one or more examples, the energy transfer interface of the at leastone rail car is configured to receive energy upon contacting thecorresponding energy transfer interface of the energy generationfacility. In one or more examples, the energy transfer interface of theat least one rail car includes a contact shoe. The contact shoe can bepositioned to contact a contact plate of the corresponding energytransfer interface of the energy generation facility to transfer energy.

In one or more examples, at least one rail car of the train comprises awell car loaded with one or more intermodal containers that house thebatteries. The at least one well car can comprise a first intermodalcontainer stacked on top of a second intermodal container.

Optionally, a battery system of a first rail car can be electricallyconnected to a battery system of a second rail car such that energy canbe transmitted between the two rail cars. In one or more examples, thefirst rail car does not have an energy transfer interface. Optionally,one or more of the rail cars can comprise a controller that controlsenergy flow to and/or from the rail car.

In one or more examples, a method for transporting electrical energyfrom an electrical energy generation facility to an electrical energyconsumption facility via rail comprises: positioning a train comprisingat least one rail car loaded with at least one battery system and atleast one energy transfer interface proximate to an energy generationfacility, aligning an energy transfer interface of the energy generationfacility with the energy transfer interface of at least one rail car viaa retractable arm system of the energy generation facility, chargingbatteries of the at least one battery system with energy transferredfrom the energy generation facility to the at least one battery systemvia the energy transfer interfaces, relocating the train via one or morerail lines to an energy consumption facility that is remote from theenergy generation facility, aligning an energy transfer interface of theenergy consumption facility with the energy transfer interface of the atleast one rail car via a retractable arm system of the energyconsumption facility, and transferring energy from the batteries of theat least one battery system to the energy consumption facility via theenergy transfer interfaces.

Aligning the energy transfer interface of the energy generation facilitywith the energy transfer interface of the at least one rail car cancomprise: receiving information from one or more sensors of theretractable arm system of the energy generation facility correspondingto a position of the energy transfer interface of the at least one railcar, and aligning the energy transfer interface of the energy generationfacility with the energy transfer interface of the at least one rail carvia a controller of the retractable arm system based on the receivedinformation. In one or more examples, aligning the energy transferinterface of the energy generation facility with the energy transferinterface of the at least one rail can comprise moving the energytransfer interface of the energy generation facility vertically via thecontroller of the retractable arm system. Optionally, aligning theenergy transfer interface of the energy generation facility with theenergy transfer interface of the at least one rail can comprise movingthe energy transfer interface of the energy generation facilityhorizontally via the controller of the retractable arm system. In one ormore examples, the method can comprise: locating the energy transferinterface of a second rail car via the one or more sensors of theretractable arm system of the energy generation facility, and aligningthe energy transfer interface of the energy generation facility with theenergy transfer interface of the second rail car via the controller ofthe retractable arm system.

In one or more examples, the energy transfer interface of the at leastone rail car is configured to receive energy from the correspondingenergy transfer interface of the energy generation facility in acontactless manner. Optionally, the energy transfer interface of the atleast one rail car can include at least one inductive coil. Aligning theenergy transfer interface of the energy generation facility with theenergy transfer interface of at least one rail car can comprisepositioning the inductive coil of the at least one rail car toinductively couple with an inductive coil of the corresponding energytransfer interface of the energy generation facility to transfer energyin a contactless manner. Optionally, aligning the energy transferinterface of the energy generation facility with the energy transferinterface of at least one rail car comprises positioning the inductivecoil of the at least one rail car within a predefined distance from theinductive coil of the corresponding energy transfer interface of theenergy generation facility. The predefined distance can be 5 mm, 20 mm,100 mm, 300 mm, or 500 mm.

In one or more examples, the energy transfer interface of the at leastone rail car is configured to receive energy upon contacting thecorresponding energy transfer interface of the energy generationfacility. Optionally, the energy transfer interface of the at least onerail car can include a contact shoe. Aligning the energy transferinterface of the energy generation facility with the energy transferinterface of at least one rail car can comprise positioning the contactof the at least one rail car to contact a contact plate of thecorresponding energy transfer interface of the energy generationfacility to transfer energy.

In one or more examples, the method can comprise relocating the train atthe energy generation facility after the batteries have been at leastpartially discharged. Optionally, a first battery system of a first railcar can comprise the energy transfer interface and be electricallyconnected to a second battery system of a second rail car that does nothave an energy transfer interface.

In one or more examples, at least one rail car of the train can comprisea well car loaded with one or more intermodal containers that house thebatteries. The at least one well car can comprise a first intermodalcontainer stacked on top of a second intermodal container.

In one or more examples, the train can be moved via one or morelocomotives that are powered independently of energy stored by the atleast one battery system. Optionally, the train can be moved via one ormore locomotives that are powered via energy stored by the at least onebattery system.

It will be appreciated that any of the variations, aspects, features,and options described in view of the systems apply equally to themethods and vice versa. It will also be clear that any one or more ofthe above variations, aspects, features, and options can be combined.

BRIEF DESCRIPTION OF THE FIGURES

The invention will now be described, by way of example only, withreference to the accompanying drawings, in which:

FIG. 1 shows an exemplary energy delivery system, according to one ormore examples of the present disclosure;

FIG. 2 shows an exemplary rail car for use in an energy delivery system,according to one or more examples of the present disclosure;

FIG. 3 shows a cut-away view of the exemplary rail car of FIG. 2 ,according to one or more examples of the present disclosure;

FIG. 4A shows an exemplary wireless system, according to one or moreexamples of the present disclosure;

FIG. 4B shows an exemplary crane system, according to one or moreexamples of the present disclosure;

FIG. 5 shows an exemplary pantograph rail car system, according to oneor more examples of the present disclosure;

FIG. 6A shows an exemplary third rail system, according to one or moreexamples of the present disclosure;

FIG. 6B shows an exemplary retractable arm system, according to one ormore examples of the present disclosure; and

FIG. 7 shows an exemplary method for transporting energy from an energygeneration facility to an energy consumption facility via a rail carsystem, according to one or more examples of the present disclosure.

DETAILED DESCRIPTION OF THE DISCLOSURE

In the following description of the various examples, reference is madeto the accompanying drawings, in which are shown, by way ofillustration, specific examples that can be practiced. The descriptionis presented to enable one of ordinary skill in the art to make and usethe invention and is provided in the context of a patent application andits requirements. Various modifications to the described examples willbe readily apparent to those persons skilled in the art and the genericprinciples herein may be applied to other examples. Thus, the presentinvention is not intended to be limited to the examples shown but is tobe accorded the widest scope consistent with the principles and featuresdescribed herein.

Described herein are systems and methods for delivering energy from anenergy generation facility to an energy consumer (often referred toherein as an energy consumption facility) that is remote from the energygeneration facility via train. One or more rail cars of a train can beloaded with one or more battery systems comprising batteries that can becharged at an energy generation facility and discharged at an energyconsumer and pulled by a train locomotive between the two. The energygeneration facility, energy consumer, and battery systems includecorresponding components of an energy transfer system for transferringenergy between the battery systems loaded on the rail car(s) and theenergy generation/consumption facilities. The energy transfer system canbe configured to automatically interface the battery systems with thefacilities without requiring manual connection.

One or more of the rail car-based battery systems include an energytransfer interface for receiving energy from the energy generationfacility and transferring energy to the energy consumer. The energygeneration facility includes a corresponding energy transfer interfacefor transferring energy to the interface of the rail car, and the energyconsumption facility also includes a corresponding energy transferinterface for receiving energy from the battery system(s) of the railcar(s). Various types of energy transfer interfaces can be used,including contactless interfaces, pantograph interfaces, third railinterfaces, contact shoe/contact plate interfaces, etc.

According to some embodiments, the energy transfer system is a wirelessenergy transfer system for transferring energy wirelessly between thebattery system(s) and the energy generation/consumption facilities. Awireless energy interface can include inductive coils for transferringenergy. The battery system(s), energy generation facility, and energyconsumer can each include inductive energy transfer interfaces forinductively transferring energy between the interfaces.

According to some embodiments, the energy transfer system comprises apantograph system. The battery system includes a pantograph configuredto contact conductive wiring suspended over the tracks at the energygeneration facility and energy consumer. When the train pulls the railcars into the energy generation facility and the energy consumer, thepantograph(s) of the battery system(s) can automatically engage thewiring for transferring energy to or from the battery system.

In some embodiments, the energy transfer system comprises a third railsystem. One or more of the battery systems include a contactor thatcontacts a third rail of the tracks to transfer energy from/to theenergy generation/consumption facility via the third rail.

In some embodiments, the energy transfer system comprises a cranesystem. The crane system can include sensors to sense the location ofenergy transfer interfaces of rail cars of the train and a controller toalign a corresponding energy transfer system of the energy generationfacility (or energy consumption facility) with the energy transferinterfaces of the rail cars to charge/discharge the batteries of therail cars. The crane system can be configured to align a variety ofenergy transfer interfaces, such as a contactless or a contact interfacesystem.

In some embodiments, the energy transfer system comprises a retractablearm system. The retractable arm system can include sensors to sense thelocation of energy transfer interfaces of rail cars of the train and acontroller to align a corresponding energy transfer system of the energygeneration facility (or energy consumption facility) with the energytransfer interfaces of the rail cars to charge/discharge the batteriesof the rail cars. The retractable arm system can be configured to aligna variety of energy transfer interfaces, such as a contactless or acontact interface system.

According to various embodiments, a train pulling one or more rail carsloaded with one or more battery systems pulls into an energy generationfacility and positions the rail cars such that the energy transferinterface(s) of the one or more battery systems is aligned with theenergy transfer interface(s) of the energy generation facility.Optionally, sensors and a controller can be utilized to align the energytransfer interface(s) of the energy generation facility with the energytransfer interface(s) of the one or more battery systems. Energy fromthe energy generation facility is then transferred to the batteries ofthe one or more battery systems. After the batteries are sufficientlycharged, the train is driven along via railroad tracks to an energyconsumption facility that is remote from the energy generation facility.The train pulls the rail car(s) into a position such that the energytransfer interface(s) of the one or more battery systems is aligned withthe energy transfer interface(s) of the energy consumption facility.Energy can then transfer to the energy consumption facility as needed.When the batteries have been depleted, the rail cars can be returned toan energy generation facility for recharging. In some embodiments, adifferent set of railcars having charged batteries can be pulled intothe energy consumption facility to continue to supply energy to thefacility.

As used herein, the singular forms “a,” “an,” and “the” used in thefollowing description are intended to include the plural forms as wellunless the context clearly indicates otherwise. It is to be understoodthat the term “and/or” as used herein refers to and encompasses any andall possible combinations of one or more of the associated listed items.It is further to be understood that the terms “includes,” “including,”“comprises,” and/or “comprising,” when used herein, specify the presenceof stated features, integers, steps, operations, elements, components,and/or units but do not preclude the presence or addition of one or moreother features, integers, steps, operations, elements, components,units, and/or groups thereof.

FIG. 1 shows an exemplary energy delivery system 100, according to oneor more examples of the present disclosure. The energy delivery system100 can include an energy generation system 101, an energy consumptionsystem 102 located remotely from the energy generation system 101, and atrain comprising one or more rail cars 120 that have battery systems 126for storing energy. In one or more examples, the one or more rail cars120 can be connected to one another and connected to one or morelocomotives 150 for moving the one or more rail cars 120 between theenergy generation system 101 to the energy consumption system 102 viarailroad tracks. Thus, energy can be delivered to remotely locatedenergy consumers without requiring interconnection by an energy grid. Insome embodiments, the one or more locomotives that move the rail carsare independently energized (i.e., not energized by the energy stored bythe battery systems). In some embodiments, energy from the batterysystems at least partially powers one or more locomotives that pull therail cars.

The energy generation system 101 can include one or more energygenerators 103, a controller 107, and one or more energy transferinterfaces 109. As shown in FIG. 1 , arrows 111 connect the energygenerators 103 to the transfer switch 105, controller 107, and theenergy transfer interface 109. These arrows 111 can represent electricalconductors or electrical transmission lines to convey electrical energy.When the energy generation system 101 does not include the transferswitch 105, the energy generators 103 can be connected to the controller107 directly. In one or more examples, electrical energy flows asindicated by the arrows 111 from the energy generators 103 to thecontroller 107 (or first to the transfer switch 105 and then to thecontroller 107 if the transfer switch 105 is present) and then to theenergy transfer interface 109.

In one or more examples, the energy generation system 101 is isolatedfrom a utility grid system or other local electrical load. For example,the energy generation system 101 can be configured only to generateelectricity to be transported to an energy consumption facility that isremote from the energy generation system 101 via a mobile transportsystem such as the rail car(s) 120.

Alternatively, the energy generation system 101 can be electricallyconnected to a utility grid or other local electrical load. Forinstance, the electrical generation system 101 can be configured toprovide energy to an existing electrical utility grid. To divert thiselectricity to the rail car(s) 120, the electrical generation system 101can incorporate a transfer switch 105. The transfer switch 105 canselectively route the energy generated via the energy generators 103 tothe rail car(s) 120 of a train. For example, the transfer switch 105 canroute 100% of the energy to the rail cars 120. In one or more examples,the transfer switch 105 routes less than 100% of the energy to the railcars 120. For instance, the transfer switch 105 can route less than 80%,less than 50%, or less than 30% of the energy to the rail cars 120.Optionally, the transfer switch 105 may only route energy to rail cars120 during certain periods.

The energy generator 103 can include any type of energy generatorcapable of generating electrical energy. For instance, the energygenerators 103 can include intermittent renewable energy generationfacilities such as photovoltaic solar array farms, solar thermalfacilities, wind turbine farms, etc., that intermittently generateelectricity, such as only when there are solar arrays or wind toutilize. The energy generators 103 can include other renewable energygeneration facilities such as hydroelectric dams, geothermal plants,organic bioenergy/biomass generation facilities, utility scale batteryenergy storage farms, nuclear energy facilities, etc. The energygenerators 103 can include coal or gasoline-based energy generationfacilities. In one or more examples, the energy generator 103 caninclude a utility substation or large utility electrical service drop.Optionally, when the energy generator 103 includes one or more of autility substation and a large utility electrical service drop, theenergy generators 103 can be used to charge batteries of the rail cars120 only during hours when energy is less expensive and more widelyavailable from renewable green energy sources such as wind farms andsolar arrays.

The controller 107 conducts electrical energy and distributes thatelectrical energy to the energy transfer interface 109. The controller107 can include an energy busbar for conducting electrical energy. Thecontroller 107 can include a disconnect that enables the controller 107to act as an on/off switch to selectively supply the electrical energyto the energy transfer interface 109. In the on configuration, thecontroller 107 flows energy to the energy transfer interface 109. In theoff configuration, the controller 107 prevents energy from flowing tothe energy transfer interface 109.

The energy transfer interface 109 receives electrical energy from thecontroller 107 and transfers that electrical energy to an energytransfer interface 122 of a rail car 120. The energy transfer interface109 can be a static non-mobile device that is affixed in a permanentlocation proximate to the energy generators 103. Optionally, the energytransfer interface 109 is a mobile device that can be moved to a givenrail car 120 as needed, such as in response to the rail cars 120arriving at the facility or to move from a rail car that has completedcharging to a rail car needing charging. In one or more examples, theenergy transfer interface 109 can be capable of both transmitting andreceiving energy.

The energy transfer interface 109 can correspond to the type of energytransfer interface 122 of the rail car 120. For instance, the energytransfer interface 122 can be a contactless energy transfer interfaceand the energy transfer interface 109 can be a corresponding contactlessenergy transfer interface that receives energy from the energy transferinterface 109. The energy transfer interface 122 can be a pantograph andthe energy transfer interface 109 can be a conductive wire that thepantograph is configured to contact. The energy transfer interface 122can be a contactor and the energy transfer interface 109 can be a thirdrail or a mating contactor, such as a contact plate.

The energy consumption system 102 can include one or more energytransfer interfaces 110, a controller 108, and energy consumers 104. Asshown in FIG. 1 , arrows 114 connect the energy transfer interface 110,controller 108, and the energy consumers 104. In one or more examples,energy flows as indicated by the arrows 114 from the energy transferinterface 110 to the controller 108 and then to the energy consumers104. Optionally, the energy consumption system 102 can include atransfer switch for selectively routing electrical energy.

The energy transfer interface 110 receives electrical energy from anenergy transfer interface 122 of a rail car 120 and transmits thatelectrical energy to the controller 108. The energy transfer interface110 can be a static non-mobile device that is affixed in a permanentlocation proximate to the energy consumers 104. Optionally, the energytransfer interface 110 is a mobile device that can be moved to a givenrail car 120 as needed, such as in response to the rail cars 120arriving at the facility or to move from a rail car that has completeddischarging to a rail car needing discharging. In one or more examples,the energy transfer interface 110 can be an energy transfer interfacethat is capable of both transmitting and receiving energy.

The controller 108 controls the transfer of energy via the energytransfer interface 110 to the energy consumer 104. Similar to thecontroller 107 above, the controller 108 can include an energy busbarfor conducting electrical energy. The controller 108 can include adisconnect that enables the controller 108 to act as an on/off switch toselectively supply electrical energy to the energy consumer 104. When inthe energy transfer operational configuration, the controller 108enables flow of energy to the energy consumers 104. When in the offconfiguration, the controller 108 prevents energy from flowing to theenergy consumer 104.

The energy consumers 104 can include any facility or infrastructureconfigured to consume, transmit, or store electrical energy. Forexample, the energy consumers 104 can include a utility grid thatsupplies energy to a number of energy consumers such as individualhomes, a manufacturing facility, an energy storage system, etc.

The rail car 120 can include one or more energy transfer interfaces 122and one or more battery systems 126. The energy transfer interface 122of the rail car 120 can receive energy from the energy generation system101 and transmit energy to the energy consumption system 102. In one ormore examples, the energy transfer interface 122 is one of a contactlessinterface, a pantograph, or a contact shoe that receives energy from athird rail or a contact plate. The battery system 126 of the rail car120 can include one or more battery storage banks to store the energyreceived from the energy generation system 101 until the energy istransmitted to the energy consumption system 102. In one or moreexamples, the energy transfer interface 122 includes one or moreinductive coils, and the battery system(s) may be configured to convertfrom the direct current (DC) of the batteries to alternating current(AC).

In one or more examples, the energy delivery system 100 can include alarge number of rail cars 120, such as more than 10, more than 20, morethan 30, more than 50, more than 100, or more than 200 rail cars 120,each loaded with one or more battery systems 126. Each rail car 120 inthe energy delivery system 100 can include an energy transfer interface122, such that each rail car 120 charges the battery system 126 of thatrail car 120.

In one or more examples, the energy delivery system 100 can include aplurality of rail cars 120 but not every rail car 120 has an energytransfer interface 122. In such example, the rail cars 120 without anenergy transfer interface 122 can be electrically connected to a railcar 120 that includes an energy transfer interface 122. The rail car(s)120 that include an energy transfer interface 122 that can receiveelectricity from the energy generation system 101 and then flow thatelectricity into the one or more rail cars 120 without an energytransfer interface to charge/discharge the battery system(s) 126 ofthose rail cars 120. Beneficially, such configuration reduces the numberof connection points between the energy transfer interface 109 of theenergy generation system 101 and the rail cars 120.

Optionally, each rail car 120 has an energy transfer interface 122, butthe energy transfer interfaces 122 can be toggled on or off such thatonly certain energy transfer interfaces 122 are used to transfer energy.For instance, only the energy transfer interfaces 122 of the rail cars120 that are positioned such that the energy transfer interface 122aligns with an energy transfer interface 109 or an energy transferinterface 110 will be toggled on, with all other energy transferinterfaces 122 that are not aligned with an energy transfer interface109 or an energy transfer interface 110 toggled off. When dischargingthe battery systems 126 of the rail cars 120, the rail cars 120 with anenergy transfer interface 122 that is not aligned with an energytransfer interface 110 can instead flow the energy stored in theirbattery system(s) 126 to a rail car 120 that is aligned with an energytransfer interface 110. When charging the battery systems 126 of therail cars 120, the rail cars 120 with an energy transfer interface 122that is not aligned with an energy transfer interface 109 will receiveenergy from a rail car 120 with an energy transfer interface 122 that isaligned with an energy transfer interface 109.

An exemplary rail car 220 is shown in FIG. 2 . The rail car 220 can beused as the rail car 120 in the energy delivery system 100 to receiveenergy from an energy generation system and transmit that energy to anenergy consumption system. The rail car 220 can include an energytransfer interface 222 and at least one container 230 loaded to a wellcar 224 that includes a plurality of railway wheels 226 that run on arailroad track 228. The interface 222 can be located on top of thebattery system housing (e.g., container 230), such as for interfacingwith corresponding interfaces of the facilities that are positionedabove the tracks, or can be located at the bottom of the battery systemhousing, such as for contacting a third rail.

The well car 224 is sized to receive the containers 230 such that thecontainers 230 fit securely on the well car 224. The railway wheels 226can be standard railroad wheels compatible with existing railroad tracks228. The energy transfer interface 222 can be like the energy transferinterface 122 of FIG. 1 . Optionally, the energy transfer interface 222can be one of a contactless energy transfer interface configured totransfer energy wirelessly, a pantograph configured to interface withconductive wires, or a contact shoe configured to interface with a thirdrail or a contact plate.

Each of the containers 230 can be an intermodal container that ismanufactured according to the specifications outlined by theInternational Organization for Standardization (ISO). Optionally, thecontainers 230 may be custom-designed with dimensions that are distinctfrom the ISO intermodal containers. As shown, the rail car 220 includestwo stacked containers 230. The top container 230 is secured to thebottom container 230, such as via inter-box connectors (IBCs) or “twistlocks.” The bottom container 230 may be secured to a fastening elementof the well car 224, such as via a bulkhead built into the well car 224.

In one or more examples, the containers 230 may be climate-controlledand include automatic fire-suppression systems, ventilation, and/ormodularization technology such that multiple containers can be connectedvia electrical transmission lines to flow energy between containers 230.Each of the containers 230 can include a variety of electrical equipmentfor receiving, converting, directing, and/or storing electrical energythat is transmitted to and from the rail car 220.

The electrical equipment of an exemplary rail car is shown in FIG. 3 ,which shows a cut-away view of the rail car 220 of FIG. 2 , according toone or more examples of the present disclosure. Stored within thecontainers 230, the rail car 220 can include a number of controllers232, a bidirectional inverter subsystem 234, and a number of storagebanks 236 all connected by electrical transmission lines 238.

The electrical transmission lines 238 conduct the electrical energybetween the components of the rail car 220. The electrical transmissionlines 238 are bidirectional. For example, the electrical transmissionlines 238 can conduct electrical energy from the energy transferinterface 222 to the storage banks 236 of one or both containers 230,and conduct electrical energy in reverse from the storage banks to theenergy transfer interface 222.

The controllers 232 conduct electrical energy and distribute thatelectrical energy. As shown, the rail car 220 includes a firstcontroller 232 that controls the electrical energy flow from the energytransfer interface 222 to the bidirectional inverter subsystem 234 (orvice versa), a second controller 232 that controls the electrical energyflow from the bidirectional inverter subsystem 234 to the storage bank236 of the first container 230 or to the third controller 232 (or viceversa), and the third controller controls the electrical energy from thesecond controller 232 to the storage bank 236 of the second container230 (or vice versa).

The bidirectional inverter subsystem 234 can convert electrical energyfrom alternating current (AC) to direct current (DC) and vice versa. Ifthe rail car 220 receives AC electrical energy via the energy transferinterface 222, the bidirectional inverter subsystem 234 converts the ACelectrical energy into DC electrical energy.

The storage banks 236 (e.g., batteries) can store the electrical energythe rail car 220 receives. The storage banks 236 can only store DCelectrical energy. Accordingly, any AC electrical energy the rail car220 receives must be converted to DC electrical energy via thebidirectional inverter subsystem 234. When the energy transfer interface222 is configured only for transmitting and receiving AC electricalenergy, the stored DC electrical energy must be converted back to ACelectrical energy when the storage banks 236 are discharging theirstored energy (such as at an energy consumption facility). Optionally,when charging/discharging, certain storage banks 236 can be toggled “on”such that they receive energy and certain storage banks 236 may betoggled “off” such that they do not receive energy. Toggling the storagebanks 236 on or off can be controlled via one or more of the controllers232.

The energy transfer interface 222 of the rail car 220 serves to transferenergy to the batteries of rail car 220 (such as from an energygenerator) and/or from the batteries of the rail car 220 (such as to anenergy consumer). In one or more examples, energy can be transferredfrom the batteries of the rail car 220 without relying on interface 222.For example, the rail car 220 can include one or more receptacles forreceiving one or more power cords (e.g., different receptacles fordifferent types of power cords) and transmit power via the power cords.Accordingly, the rail car 220 can deliver power to an area without fixedenergy generation/consumption facilities, such as proximate to an areathat has temporary energy consumption facilities (e.g., proximate to anarea that experienced a natural disaster that requires temporary energysources).

In one or more examples, the interface 222 is configured to interfacewith a corresponding energy transfer interface that remains proximate tothe energy generation/consumption facility in order to charge/dischargethe electrical energy of the rail car 200. As noted above, the energytransfer interface 222 of the rail car 220 can be one of a variety oftypes of energy transfer interfaces to interface with a contactlesssystem, a pantograph system, a third rail system, and a retractable armsystem. These energy transfer interface types will be discussed in turnbelow. Optionally, the rail car 220 can include multiple energy transferinterfaces 222 of a different type. For example, the rail car 220 caninclude an interface 222 configured to interface with a wireless systemand another interface 222 configured to interface with a pantographsystem, third rail system and/or a retractable arm system. Any othercombination is possible.

As shown in FIG. 3 , multiple rail cars, each loaded with batterysystems can be connected to one another to form a train, which can bepulled by one or more locomotives. In some examples, an interface 222 isincluded for battery systems of each rail car. In other examples, thereis no interface for battery systems of at least one rail car, and thosebattery systems are electrically connected via one or more inter-carconnection line 250 to a battery system that does have an interface 222(directly or via one or more battery systems of one or more other railcars). This arrangement can reduce the number of energy transferinterfaces needed at the energy generation/consumption facilities.

FIG. 4A shows an exemplary wireless system 400, according to one or moreexamples of the present disclosure. The wireless system 400 includes arail car 420 that has a first energy transfer interface 404, and acorresponding second energy transfer interface 402 mounted to a chargingstructure 403. The rail car 420 can be configured as the rail car 120 ofFIG. 1 and/or the rail car 220 of FIGS. 2 and 3 . In one or moreexamples, the wireless system 400 is a contactless system (e.g.,configured to use wireless energy transfer interfaces to transferenergy).

The wireless system 400 can be located at an energy generation systemand/or at an energy consumption system. For instance, an energy deliverysystem can include a first wireless system 400 proximate to an energygeneration facility and a second wireless system 400 proximate to anenergy consumption facility. A wireless system 400 proximate to anenergy generation facility can be referred to as the “charging station”wherein electrical energy flows from the second energy transferinterface 402 of the charging structure 403 to the first energy transferinterface 404 of the rail car 420. A wireless system 400 proximate to anenergy consumption facility can be referred to as the “dischargingstation” wherein electrical energy flows from the first energy transferinterface 404 of the rail car 420 to the second energy transferinterface 402 of the charging structure 403. Flowing electrical energyfrom the rail car 420 to the second energy transfer interface 402located at the energy consumption facility can include discharging thestored energy from storage banks of the rail car 420.

To charge/discharge rail cars 420, the charging structure 403 can bepositioned above a railroad track. The charging structure 403 can besized to receive any suitable rail car, such as a box car or a well carwith one or two containers. For instance, where the containers of therail car 420 are ISO containers, the charging structure 403 can beelevated above a railroad track centerline above the track such thatrail cars with one or two stacked ISO containers can move freelyunderneath the charging structure 403. The charging structure 403 can bepermanently affixed above the railroad tracks at eachcharging/discharging station. Optionally, rather than located above therail car 420, the charging structure 403 can instead be located alongone of the sides of the rail car 420, or beneath the rail car 420.

Optionally, the charging/discharging station can include a crane systemto charge/discharge batteries of the rail cars 420. FIG. 4B shows anexemplary crane system 401, according to one or more examples of thepresent disclosure. The crane system 401 includes a movable crane 405that holds the second energy transfer interface 402. The crane 405 canbe located proximate a railroad track and configured to lift the secondenergy transfer interface 402 such that it engages with the first energytransfer interface 404 of the rail car 420. In one or more examples, thecrane system 401 is a contactless system (e.g., configured to usewireless energy transfer interfaces to transfer energy). Optionally, thecrane system 401 can be a contact system (e.g., configured to usecontact between corresponding energy transfer interfaces to transferenergy).

The crane system 401 can include one or more actuators 407 for movingcrane 405 to a desired location and a controller 410 for controlling theactuator 407 to move the crane 405. The controller 410 can receivedsignals from one or more sensors 409 that can detect a location of theenergy transfer interface 404 of the rail car 420. The controller 410can receive the information from the sensors 409 and control the crane405 to move the second energy transfer interface 402 of the crane system401 such that it aligns with the first energy transfer interface 404 ofthe rail car 420. The one or more sensors 409 can include any suitablesensor or combination of sensors mounted in any suitable location orcombination of locations for determining a location of the energytransfer interface 404. For example, the one or more sensors 409 caninclude one or more proximity sensors (e.g., acoustic, infrared, laser,etc.) mounted to the energy transfer interface 402, to the supportingstructure, and/or any other suitable location that detect proximity ofone or more targets 408 of the energy transfer interface 404. The one ormore sensors 409 can include a camera that captures images of the energytransfer interface 404 and transfers those images to the controller 410for analysis. The one or more sensors 409 can optionally detect alocation of the energy transfer interface 402 for determining alignmentwith the energy transfer interface 404. The controller 410 can use anysuitable image processing algorithm to detect the location of the energytransfer interface 404, such as by comparing the target 408 to apredetermined configuration of the target 408 to determine the locationof the target 408 relative to the camera. The controller 410 can includeone or more processors, memory, and one or more programs stored in thememory for execution by the one or more processors for causing thecontroller to receive sensor data from the one or more sensors 409,process the sensor data to determine a location of the energy transferinterface 404 or other portion of the rail car 420, and control theactuator 407 to move the energy transfer interface 402 (via crane 405)to a location corresponding to the location of the energy transferinterface 404 for transferring energy between the energy transferinterfaces 402, 404 (e.g., properly aligned in the -x, -y, and/or -zdirections for energy transfer).

The controller 410 can detect (via sensor data) when the energy transferinterface 402 is properly positioned for energy transfer and can controlthe energy transfer interface 402 to transfer energy to or from theenergy transfer interface 404 of the rail car 420. For example, thecontroller 410 can be connected to a controller of the energy generationfacility (such as controller 107 of FIG. 1 ), a controller of the energyconsumption facility (such as controller 108 of FIG. 1 ), and/or acontroller of the rail car 420 (such as one or more of controllers 232of FIG. 2 ). Upon determining that the energy transfer interface 402 isproperly positioned, the controller 410 can control the controllers ofthe rail car and the corresponding local controller (e.g., thecontroller of the energy generation or energy consumption facility) toallow energy to flow.

The crane system 401 can be located at an energy generation systemand/or at an energy consumption system. For instance, an energy deliverysystem can include a first crane system 401 proximate to an energygeneration facility and a second crane system 401 proximate to an energyconsumption facility. A crane system 401 proximate to an energygeneration facility can be referred to as the “charging station” whereinelectrical energy flows from the second energy transfer interface 402 ofthe crane system 401 to the first energy transfer interface 404 of therail car 420. A crane system 401 proximate to an energy consumptionfacility can be referred to as the “discharging station” whereinelectrical energy flows from the first energy transfer interface 404 ofthe rail car 420 to the second energy transfer interface 402 of thecrane system 401. Flowing electrical energy from the rail car 420 to thesecond energy transfer interface 402 located at the energy consumptionfacility can include discharging the stored energy from storage banks ofthe rail car 420.

To charge/discharge rail cars 420 using the crane system 401, the cranesystem 401 can be positioned above a railroad track. The crane system401 can be sized to receive a well car with two containers. Forinstance, where the containers of the rail car 420 are ISO containers,the crane system 401 can be elevated above a railroad track centerlineabove the track such that rail cars with one or two stacked ISOcontainers can move freely underneath the crane system 401. Optionally,the crane system 401 can be permanently affixed above the railroadtracks at each charging/discharging station.

In one or more examples, the controller 410 controls the movable crane405 to lift the second energy transfer interface 402 to an appropriateheight to engage the second energy transfer interface 402 with acorresponding first energy transfer interface 404 of the rail car 420.If the first energy transfer interface 404 is located on top of the railcar 420, the crane system 401 can lift the second energy transferinterface 402 to the appropriate height to engage with the first energytransfer interface 402 whether the rail car 420 is a double stack (asshown in FIG. 4B) or just a single stack. Additionally, if the secondenergy transfer interface 402 is located on a side of the rail car 420,the crane system 401 can lift the second energy transfer interface 402to the appropriate height to engage with the side-mounted first energytransfer interface 404 of the rail car 420. The crane system 401 can beconfigured such that in addition to moving the second energy transferinterface 402 vertically, the crane system 401 can also move the secondenergy transfer interface horizontally. Thus, the crane system 401 canalign the second energy transfer interface 402 with the correspondingfirst energy transfer interface 404 of the rail car 420 withoutrequiring the rail car 420 to be precisely parked in a specific locationin order to charge/discharge, such as by using the controller 410 andone or more sensors 409 to properly position the second energy transferinterface 402, as discussed above.

In one or more examples, after charging or discharging the batterysystem of a first rail car (e.g., rail car 420), the crane system 401can move horizontally along the length of a train comprising multiplerail cars 420 to sequentially charge/discharge the rail cars 420 withoutrequiring the train to move. For example, the controller 410 can movethe crane 405 and the second energy transfer interface 402 from aposition proximate to the energy transfer interface 404 of a first railcar 420 to a position proximate to the energy transfer interface 434 ofan adjacent rail car 430. When relocating the crane 405 proximate to theenergy transfer interface of an adjacent rail car, the controller 410can follow a similar process to precisely position the energy transferinterface 402 proximate to the energy transfer interface 434 of theadjacent rail car 430 (e.g., use one or more proximity sensors to detectthe proximity of one or more targets 438 of the energy transferinterface 434 of the adjacent rail car 430, determine the location ofthe energy transfer interface 434, or other portion of the rail car 430,and control the actuator 407 to move the energy transfer interface 407via the crane 405 to a location corresponding to the location of theenergy transfer interface 434.

Referring now to both FIGS. 4A and 4B, where one or more of the wirelesssystem 400 and the crane system 401 is a contactless system, the firstenergy transfer interface 404 and second energy transfer interface 402can include hardware, such as one or more inductive coils andassociating driving circuitry, configured to transfer electrical energywirelessly when the first energy transfer interface 404 and the secondenergy transfer interface 402 are located sufficiently proximate oneanother. This distance can be, for example, 5 mm or less, 20 mm or less,100 mm or less, 300 mm or less, 500 mm or less, 1 meter or less, etc.

The wireless system 400 and/or the crane system 401 can be an inductivesystem that includes corresponding inductive coupling coils thattransfer electrical energy both wirelessly and without requiring contactbetween the corresponding coils. For instance, the first energy transferinterface 404 can include a wound copper or aluminum coil and the secondenergy transfer interface 402 can include a corresponding wound aluminumor copper coil, such that when the second energy transfer interface 402is located beneath the first energy transfer interface 404, theelectrical energy can flow between the first energy transfer interface404 and the second energy transfer interface 402 wirelessly and withoutrequiring the corresponding coils to contact one another. In one or moreexamples, the first energy transfer interface 404 and the second energytransfer interface 402 can only transfer AC electrical energy.

Where the crane system 401 is instead a contact system, the first energytransfer interface 402 and the second energy transfer interface 404 canbe configured to transmit energy via contact between one another. Forinstance, one of the first energy transfer interface 402 and the secondenergy transfer interface 404 can be a contact shoe configured totransfer energy from/to an energized plate when contacting the energizedplate.

FIG. 5 shows an exemplary pantograph system 500, according to one ormore examples of the present disclosure. The pantograph system 500includes a rail car 520 that has a pantograph 504 engaged with aconductive wire 502 mounted to an overhead wire system 503. The rail car520 can be configured as the rail car 120 of FIG. 1 and/or the rail car220 of FIGS. 2 and 3 .

The pantograph system 500 can be located at an energy generation systemand/or at an energy consumption system. For instance, an energy deliverysystem can include a first pantograph system 500 proximate to an energygeneration facility and a second pantograph system 500 proximate to anenergy consumption facility. A pantograph system 500 proximate to anenergy generation facility can be referred to as the “charging station”wherein electrical energy flows from the conductive wire 502 of theoverhead wire system 503 to the pantograph 504 of the rail car 520. Apantograph system 500 proximate to an energy consumption facility can bereferred to as the “discharging station” wherein electrical energy flowsfrom the pantograph 504 of the rail car 520 to the conductive wire 502of the overhead wire system 503. Flowing electrical energy from the railcar 520 to the conductive wire 502 located at the energy consumptionfacility can include discharging the stored energy from storage banks ofthe rail car 520.

To charge/discharge rail cars 520, the conductive wire 502 of theoverhead wire system 503 can be positioned above a railroad track. Theoverhead wire system 503 can be sized to receive a well car with twocontainers. For instance, where the containers of the rail car 520 areISO containers, the overhead wire system 503 can be elevated above arailroad track centerline above the track such that rail cars with oneor two stacked ISO containers can move freely underneath the overheadwire system 503. The overhead wire system 503 and the conductive wire502 can be permanently affixed above the railroad tracks at eachcharging/discharging station.

The pantograph 504 can be engaged with the conductive wire 502 such thatthe pantograph 504 contacts the conductive wire 502. For instance, thepantograph 504 can include a spring-loaded structure that pushes acontact shoe up against the underside of the conductive wire 502 tocontact the conductive wire 502 and draw current from the conductivewire 502, or transmit current to the conductive wire 502. In someexamples, the pantograph is actuated such that it can be retracted whenthe train is not located at an energy generation/consumption facilityand extended for contacting the overhead lines when located at an energygeneration/consumption facility.

FIG. 6A shows an exemplary third rail system 600, according to one ormore examples of the present disclosure. The third rail system 600includes a rail car 620 and a contact shoe 604 that extends beneath therail car for engaging with a live rail 602. The rail car 620 can beconfigured as the rail car 120 of FIG. 1 and/or the rail car 220 ofFIGS. 2 and 3 .

The third rail system 600 can be located at an energy generationfacility and/or at an energy consumption facility. For instance, anenergy delivery system can include a first third rail system 600proximate to an energy generation facility and a second third railsystem 600 proximate to an energy consumption facility. A third railsystem 600 proximate to an energy generation facility can be referred toas the “charging station” wherein electrical energy flows from the liverail 602 to the contact shoe 604 of the rail car 620. A third railsystem 600 proximate to an energy consumption facility can be referredto as the “discharging station” wherein electrical energy flows from thecontact shoe 604 of the rail car 620 to the live rail 602. Flowingelectrical energy from the rail car 620 to the live rail 602 located atthe energy consumption facility can include discharging the storedenergy from storage banks of the rail car 620.

To charge/discharge rail cars 620, the live rail 602 (e.g., the “thirdrail”) can be placed between or outside the running rails of therailroad track 228 and energized with electrical energy. The live rail602 can be sized such that rail cars can move freely above the live rail602. The live rail 602 can be permanently affixed between the railroadtrack 228 at each charging/discharging station.

The contact shoe 604 can be engaged such that the live rail 602 contactsthe contact shoe 604. The contact shoe 604 can be a “sliding shoe”configured to slide over the live rail 602 as the rail car 620 moves.The contact shoe 604 can include an attachment arm 605 that extends intothe container(s) of the rail car 620 to transmit energy between thestorage banks of the rail car 620 and the live rail 602 at thecharging/discharging stations. Optionally, the contact shoe 604 mayrecede to a position within the interior of the rail car 620 (such aswithin the bottom container) while the rail car 620 travels between thecharging/discharging stations, and then extend to the position shown inFIG. 6A where the contact shoe 604 contacts the live rail 602 whileactively charging/discharging.

FIG. 6B shows an exemplary retractable arm system 601, according to oneor more examples of the present disclosure. The retractable arm system601 includes a rail car 621 and a contact shoe 606 that engages with acontact plate 608 of a retractable arm 607. The rail car 621 can beconfigured as the rail car 120 of FIG. 1 and/or the rail car 220 ofFIGS. 2 and 3 . In one or more examples, the retractable arm system 601is a contact system (e.g., configured to rely on contact betweencorresponding energy transfer interfaces, such as a contact shoe andplate, to transfer energy. Optionally, the retractable arm system 601 isa contactless system (e.g., configured to rely on wireless energytransfer interfaces to transmit/receive energy).

The retractable arm system 601 can include one or more actuators 611 formoving the retractable arm 607 to a desired location and a controller610 for controlling the actuator 611 to move the retractable arm 607.The controller 610 can receive signals from one or more sensors 609 thatcan detect a location of the contact shoe 606 of the rail car 621. Thecontroller 610 can receive the information from the sensors 609 andcontrol the retractable arm 607 to move the contact plate 608 of theretractable arm system 601 such that it aligns with the contact shoe 606of the rail car 621. The one or more sensors 609 can include anysuitable sensor or combination of sensors mounted in any suitablelocation or combination of locations for determining a location of thecontact shoe 606. For example, the one or more sensors 609 can includeone or more proximity sensors (e.g., acoustic, infrared, laser, etc.)mounted to the contact plate 608, to the supporting structure, and/orany other suitable location that detect proximity of one or more targets619 of the contact shoe 606 of the rail car 621. The one or more sensors609 can include a camera that captures images of the contact shoe 606and transfers those images to the controller 610 for analysis. The oneor more sensors 609 can optionally detect a location of the contact shoe606 for determining alignment with the contact plate 608. The controller610 can use any suitable image processing algorithm to detect thelocation of the contact shoe 606, such as by comparing the target 619 toa predetermined configuration of the target 619 to determine thelocation of the target 619 relative to the camera. The controller 610can include one or more processors, memory, and one or more programsstored in the memory for execution by the one or more processors forcausing the controller to receive sensor data from the one or moresensors 609, process the sensor data to determine a location of thecontact shoe 606 or other portion of the rail car 621, and control theactuator 611 to move the contact plate 608 (via retractable arm 607) toa location corresponding to the location of the contact shoe 606 fortransferring energy between the contact shoe 606 and the contact plate608 (e.g., properly aligned in the -x, -y, and/or -z directions forenergy transfer).

The controller 610 can detect (via sensor data) when the contact plate608 is properly positioned for energy transfer and can control thecontact plate 608 to transfer energy to or from the contact shoe 606 ofthe rail car 621. For example, the controller 610 can be connected to acontroller of the energy generation facility (such as controller 107 ofFIG. 1 ), a controller of the energy consumption facility (such ascontroller 108 of FIG. 1 ), and/or a controller of the rail car 621(such as one or more of controllers 232 of FIG. 2 ). Upon determiningthat the contact plate 608 is properly positioned, the controller 610can control the controllers of the rail car and the corresponding localcontroller (e.g., the controller of the energy generation or energyconsumption facility) to allow energy to flow.

The retractable arm system 601 can be located at an energy generationfacility and/or at an energy consumption facility. For instance, anenergy delivery system can include a first retractable arm system 601proximate to an energy generation facility and a second retractable armsystem 601 proximate to an energy consumption facility. A retractablearm system 601 proximate to an energy generation facility can bereferred to as the “charging station” wherein electrical energy flowsfrom the contact plate 608 to the contact shoe 606 of the rail car 621.A retractable arm system 601 proximate to an energy consumption facilitycan be referred to as the “discharging station” wherein electricalenergy flows from the contact shoe 606 of the rail car 621 to thecontact plate 608. Flowing electrical energy from the rail car 621 tothe contact plate 608 located at the energy consumption facility caninclude discharging the stored energy from storage banks of the rail car621.

The retractable arm 607 can be placed adjacent to the railroad tracks.As shown in FIG. 6B, a pair of retractable arms 607 are located adjacenta pair of railroad tracks 228. Optionally, the retractable arm system601 can include only one retractable arm 607, multiple retractable arms607 along one side of the railroad tracks 228, multiple retractable arms607 surrounding a single pair or railroad tracks 228, etc.

To charge/discharge rail cars 621, the controller 610 can move theretractable arm 607 as described above such that the contact plate 608aligns with a contact shoe 606 of the rail car 621. In one or moreexamples, the controller 610 moves the retractable arm 607 such that thecontact plate 608 contacts the contact shoe 606 of the rail car 621. Inone or more examples, the controller 610 moves the retractable arm 607to move the contact plate 608 horizontally from a position wherein thecontact plate 608 is not contacting the contact shoe 606 (as shown withrespect to the rightmost rail car 621 of FIG. 6B), to a position whereinthe contact plate 608 contacts the contact shoe 606 of a rail car 621(as shown with respect to the leftmost rail car 621 of FIG. 6B). Theretractable arm 607 can be configured to move vertically when moving thecontact plate 608 such that it contacts the contact shoe 606 of the railcar 606. In one or more examples, the retractable arm 607 moves thecontact plate 608 both vertically and horizontally in order to align thecontact plate 608 with the contact shoe 606 of the rail car 621.Optionally, the retractable arm 607 moves the contact plate 608 near thecontact shoe 606 without contacting the contact shoe 606. In such case,the contact shoe 606 and contact plate 608 can be configured to transferenergy in a contactless manner (such as via wireless energy transceiversas discussed above).

The contact shoe 606 of the rail car 621 can be located on a side of therail car 621 (as shown in FIG. 6B), on top of the rail car 621, and/orbeneath the rail car 621. Accordingly, the retractable arm 607 can beconfigured to move the contact plate 608 in order to locate the contactplate 608 such that it contacts (or is near to when including acontactless system) the contact shoe 606 in any of these locations.Optionally, the contact shoe 606 extends through the exterior shell ofthe rail car 621 and connects to an interior frame inside of the railcar 621. Optionally, the contact shoe 606 may recede to a positionwithin the interior of the rail car 621 while the rail car 621 travelsbetween the charging/discharging stations and then extends to theexterior of the rail car 621 while actively charging/discharging.

FIG. 7 shows an exemplary method 700 for transporting energy from anenergy generation facility to an energy consumption facility via a railcar system, according to one or more examples of the present disclosure.The method 700 can be performed via the energy delivery system 100 ofFIG. 1 , using the rail car 220 of FIGS. 2 and 3 , and any of thewireless system 400 of FIG. 4A, the crane system 401 of FIG. 4B, thepantograph system 500 of FIG. 5 , the third rail system 600 of FIG. 6A,or the retractable arm system 601 of FIG. 6B. Accordingly, the method700 can implement contactless energy delivery (e.g., including wirelessenergy transceivers/transmitters/receivers) or contact energy delivery(e.g., including a pantograph or contact shoe in direct contact with anenergized energy transceiver (such as a wire, live rail, or plate).

In one or more examples, the method 700 begins at step 702, wherein atrain is positioned proximate to an energy transfer interface at anenergy generation facility such that the energy transfer interface ofthe train aligns with the energy transfer interface of the energygeneration facility. The train can include any number of rail cars eachincluding one or more batteries for storing energy with one or more ofthe rail cars including an energy transfer interface forreceiving/transmitting energy. Optionally, there can be multiple energytransfer interfaces near the energy generation facility and positioningthe train at step 702 can involve aligning energy transfer interfaceswith all, or less than all of the interfaces of the energy generationfacility.

Where the method 700 involves a contactless energy delivery system,positioning the train at step 702 can include positioning the train suchthat one or more energy transfer interfaces of the one or more rail carsalign with a corresponding energy transfer interface of the energygeneration facility. Positioning the energy transfer interface(s) toalign with the energy transfer interfaces can include locating theenergy transfer interface(s) of the rail car(s) and the energy transferinterface(s) near one another but separated such that they do not touchone another. Positioning the energy transfer interface(s) to align withthe energy transfer interfaces can include locating the energy transferinterface(s) of the rail car(s) within a specified distance of theenergy transfer interface(s). For instance, this distance can be lessthan 5 mm, 20 mm, 100 mm, 300 mm, etc.

Where the method 700 involves a contact energy delivery system,positioning the train at step 702 can include positioning energyinterfaces of the train such that they contact a corresponding energyinterface proximate to the energy generation facility. For example,where the method 700 involves a pantograph system, positioning the trainat step 702 can include positioning the train such that one or morepantographs of the one or more rail cars align with and contact aconductive wire of the energy generation facility. Where the method 700involves a third rail system, positioning the train at step 702 caninclude positioning the train such that one or more contact shoes of theone or more rail cars align with and contact a live rail of the energygeneration facility. Where the method 700 involves a retractable armsystem that has a contact shoe, positioning the train at step 702 caninclude positioning the train such that one or more retractable arms canalign a plate with the one or more contact shoes of the one or more railcars. Where the method 700 involves a crane system that has a contactshoe, positioning the train at step 702 can include positioning thetrain such that one or more cranes can align a plate with the one ormore contact shoes of the one or more rail cars.

In one or more examples, after positioning the train at step 702, acontroller and one or more sensors can be used to precisely locatecorresponding energy transfer interfaces of the train and the energygeneration facility proximate to one another. For example, the sensorscan sense the location of an energy transfer interface of one or morerail cars of the train and relay that information to a controller thatcontrols a system, such as a crane system 401 of FIG. 4B or retractablearm system 601 of FIG. 6B, to move a corresponding energy transferinterface such that it aligns with the energy transfer interface of theone or more rail cars of the train. To locate energy transfer interfacesappropriately for energy transfer, a controller can receive informationfrom one or more sensors (e.g., proximity sensors mounted in anysuitable location or combination of locations), detect the location ofthe energy transfer interface of the rail car (e.g., using any suitableimage processing algorithm), and control an actuator to move the localenergy transfer interface (such as the energy transfer interface of theenergy generation facility) to move the energy transfer interface to thelocation of the energy transfer interface of the rail car fortransferring energy between the energy transfer interfaces (e.g.,properly aligned in the -x, -y, and/or -z directions).

After positioning the train at step 702, the method 700 can move to step704 wherein energy is received from the energy transfer interface viathe energy transfer interface to charge one or more batteries. Whencharging the one or more batteries, individual batteries of the one ormore rail cars may be toggled on such that they are actively beingcharged (e.g., receiving energy), or toggled off such that they are notactively being charged. Prior to receiving energy at step 704, themethod can include turning a controller into an “on” configuration suchthat energy is permitted to flow from the one or more energy transferinterfaces of the facility to the one or more energy transfer interfacesof the train. The energy received at step 704 can be AC electricalenergy. Optionally, the energy received at step 704 is DC electricalenergy. In one or more examples, a controller can detect (such as viasensor data) when the energy transfer interface of the rail car isproperly positioned for energy transfer and control the local energytransfer interface to transfer energy to or from the energy transferinterface of the rail car. For instance, a controller can be connectedto a local controller (e.g., of the energy generation facility) and acontroller of the rail car (such as one or more of controllers 232 ofFIG. 2 ) and control those controllers to allow energy to flow.

Receiving energy at step 704 can include flowing energy into each railcar of the train. Optionally, only certain rail cars will have an energytransfer interface and receiving energy at step 704 can include flowingenergy into the rail cars of the train that do have an energy transferinterface. Optionally, the rail cars of the train can be electricallyconnected to one another such that any rail car without an energytransfer interface receives electrical energy from adjacent rail cars orfrom a rail car that does have an energy transfer interface. In one ormore examples, the batteries of the rail cars of the train are chargedsimultaneously. The charge time (e.g., the time required to charge therail cars of the train) can depend on the amount of energy availablefrom the energy generation facility.

Where the method 700 involves a contactless energy delivery system,receiving energy at step 704 can include allowing electrical energy toenergize an inductive energy transfer interface such as a transmissioncoil, which then in a contactless manner transmits that energy to aninductive energy transfer interface such as an energy transfer interfacecoil of the one or more rail cars. Where the method 700 involves acontact energy delivery system, receiving energy at step 704 can includeusing a contact energy transmission interface such as a pantograph orcontact shoe for transferring energy. For example, where the method 700involves a pantograph system, receiving energy at step 704 can includecontacting the pantograph of one or more rail cars that have aconductive wire of the energy generation facility such that thepantograph receives energy from the conductive wire. Where the method700 involves a third rail system, a crane system, or retractable armsystem configured to engage with a contact shoe, receiving energy atstep 704 can include contacting the contact shoe of one or more railcars that have a corresponding contact energy transmission interface(e.g., a live rail or plate) of the energy generation facility totransmit energy to the contact shoe.

As discussed above with respect to FIG. 3 , energy received via one ofthe contact energy delivery or contactless energy delivery systems canflow to one or more controllers and an inverter subsystem beforereaching the batteries (e.g. storage banks) of the rail cars, asdiscussed with respect to FIG. 3 . When the energy received is ACelectrical energy, the AC electrical energy is converted into DCelectrical energy (such as via an inverter subsystem) before beingstored in the one or more batteries of the rail cars.

After receiving the energy at step 704, the method can move to step 706wherein the train is relocated to an energy consumption facility.Relocating the train at step 706 can include driving the train from theenergy generation facility to the energy consumption facility usingexisting railroad tracks. In one or more examples, there is nodisconnection process necessary once the batteries of the rail cars arecharged before relocating the train.

After relocating the train at step 706, the method can move to step 708,wherein the train is positioned such that the energy transfer interfaceis aligned with a corresponding energy transfer interface of the energyconsumption facility. Positioning the train at step 708 can be performedin the same manner as positioning the train as step 702. As noted above,both the energy transfer interface of the energy generation facility(e.g., the charging station) and the energy transfer interface of theenergy consumption facility (e.g., the discharging station) can be aninterface that both receives and transmits energy. Accordingly, the onlydifference between positioning the train at step 702 and positioning thetrain at step 708 can be based on the physical location, e.g., at thecharging station near the energy generation facility versus at thedischarging station near the energy consumption facility.

After positioning the train at step 708, the method can move to step710, wherein energy is transferred to the energy consumption facilityvia the respective energy transfer interfaces, thus discharging the oneor more batteries. When discharging the one or more batteries,individual batteries of the one or more rail cars may be toggled on suchthat they are actively being discharged (e.g., transmitting energy), ortoggled off such that they are not actively being discharged. Prior totransmitting energy at step 710, the method can include turning acontroller into an “on” configuration such that energy is permitted toflow from one or more energy transfer interfaces of the train to one ormore energy transfer interfaces of the energy consumption facility. Theenergy transmitted at step 710 can be AC electrical energy. Optionally,the energy transmitted at step 710 is DC electrical energy.

Transmitting energy at step 710 can include flowing energy from eachrail car of the train. Optionally, only certain rail cars will have anenergy transfer interface and transmitting energy at step 710 caninclude flowing energy from only the rail cars of the train that have anenergy transfer interface. Optionally, the rail cars of the train can beelectrically connected to one another such that any rail car without anenergy transfer interface transmits electrical energy to adjacent railcars or to a rail car that has an energy transfer interface. In one ormore examples, the batteries of the rail cars of the train aredischarged simultaneously. The discharge time (e.g., the time requiredto discharge the rail cars of the train) can be a maximum of 4 hours, 5hours, 6 hours, etc. In one or more examples, the discharge time may bemore than 6 hours.

As discussed above with respect to FIG. 3 , energy being transmittedfrom the batteries of the rail cars can flow to one or more controllersand an inverter subsystem before reaching the energy transfer interfaceof rail car or the energy transfer interface of an adjacent rail car.

Where the method 700 involves a contactless system, the energy transferinterfaces that transfer energy at step 710 can include, for example,inductive coils. Transmitting energy at step 710 can include driving theinductive coil(s) of the rail cars, which then excites the inductivecoil(s) of the energy consumption facility to which the inductivecoil(s) of the rail cars are aligned due to proper positioning of therail cars. To produce the inductive coupling for wireless energytransfer, transmitting energy at step 710 using a wireless systemincludes converting the DC electrical energy stored in the batteries ofthe rail cars to AC for driving the inductive coil.

Where the method 700 involves a contact system such as a pantographsystem, the energy transfer interfaces that transmit energy at step 710can be pantographs. Transmitting energy at step 710 via pantographs caninclude energizing the pantographs of the rail cars and then flowingthat energy to a conductive wire via contact between the conductive wireand the pantographs. The pantographs may only transfer AC electricalenergy. Accordingly, transmitting energy at step 710 using a pantographsystem requires converting the DC electrical energy stored in thebatteries of the rail cars to AC before energizing the pantograph andtransmitting the energy from the energized pantographs to conductivewire of the energy consumption facility.

Where the method 700 involves a third rail system, a crane system, or aretractable arm system configured to engage with a contact shoe, theenergy transfer interfaces that transmit energy at step 710 can becontact shoes. Transmitting energy at step 710 via contact shoes caninclude flowing energy from the contact shoes to a live rail or a plateof the energy consumption facility via contact between the contact shoesand the live rail/plate. The contact shoe system can transfer ACelectrical energy and/or DC electrical energy. Where the energyconsumption facility requires AC electrical energy, transmitting energyat step 710 can include converting the DC electrical energy stored inthe batteries of the rail cars to AC before transmitting to the liverail of the energy consumption facility. Where the energy consumptionfacility requires DC electrical energy, transmitting energy at step 710can include conditioning the DC electrical energy stored in thebatteries of the rail cars (such as via an inverter subsystem) based onthe energy requirements of the electrical loads of the energyconsumption facility.

The energy transferred from the rail car(s) can be used to energizeonsite electrical loads, distributed to a larger energy grid, etc. Oncethe batteries of the train are fully discharged, or once dischargingcompletes (possibly when some batteries remain partially charged), thetrain can be relocated to an energy generation facility where thebatteries can be recharged before again being relocated to the same ordifferent energy consumption facility. Accordingly, the method 700 canbe repeated to cyclically charge batteries of the train at energygeneration facilities and discharge the batteries at energy consumptionfacilities.

The foregoing description, for the purpose of explanation, has beendescribed with reference to specific embodiments. However, theillustrative discussions above are not intended to be exhaustive or tolimit the invention to the precise forms disclosed. Many modificationsand variations are possible in view of the above teachings. Theembodiments were chosen and described in order to best explain theprinciples of the techniques and their practical applications. Othersskilled in the art are thereby enabled to best utilize the techniquesand various embodiments with various modifications as are suited to theparticular use contemplated.

Although the disclosure and examples have been fully described withreference to the accompanying figures, it is to be noted that variouschanges and modifications will become apparent to those skilled in theart. Such changes and modifications are to be understood as beingincluded within the scope of the disclosure and examples as defined bythe claims. Finally, the entire disclosure of the patents andpublications referred to in this application are hereby incorporatedherein by reference.

1. An energy delivery system for transporting electrical energy from anelectrical energy generation facility to an electrical energyconsumption facility via rail, the energy delivery system comprising: atrain comprising at least one rail car loaded with at least one batterysystem, the at least one battery system comprising at least one energytransfer interface for receiving energy from an energy generationfacility when the train is located at the energy generation facility forcharging batteries of the at least one battery system and fortransferring energy stored by the at least one battery system to theenergy consumption facility when the train is located at the energyconsumption facility; wherein the energy transfer interface isconfigured to receive energy from a corresponding energy transferinterface mounted to a retractable arm system of the energy generationfacility and to transfer energy to a corresponding energy transferinterface mounted to a retractable arm system of the energy consumptionfacility.
 2. The energy delivery system of claim 1, wherein theretractable arm system of the energy generation facility comprises oneor more sensors and a controller configured to: receive information fromthe one or more sensors associated with a position of the energytransfer interface of the at least one rail car; and align the energytransfer interface of the energy generation facility with the energytransfer interface of the at least one rail car via the retractable armsystem based on the received information.
 3. The energy delivery systemof claim 2, wherein the controller is configured to move the energytransfer interface of the energy generation facility vertically to alignwith the energy transfer interface of the at least one rail car.
 4. Theenergy delivery system of claim 2, wherein the controller is configuredto move the energy transfer interface of the energy generation facilityhorizontally to align with the energy transfer interface of the at leastone rail car.
 5. The energy delivery system of claim 2, wherein thecontroller is configured to: locate the energy transfer interface of asecond rail car via the one or more sensors; and align the energytransfer interface of the energy generation facility with the energytransfer interface of the second rail car via the retractable armsystem.
 6. The energy delivery system of claim 1, wherein the energytransfer interface of the at least one rail car is configured to receiveenergy in a contactless manner from the corresponding energy transferinterface of the energy generation facility.
 7. The energy deliverysystem of claim 1, wherein the energy transfer interface of the at leastone rail car includes at least one inductive coil.
 8. The energydelivery system of claim 7, wherein the inductive coil is positioned toinductively couple with an inductive coil of the corresponding energytransfer interface of the energy generation facility to transfer energyin a contactless manner.
 9. The energy delivery system of claim 1,wherein the energy transfer interface of the at least one rail car isconfigured to receive energy upon contacting the corresponding energytransfer interface of the energy generation facility.
 10. The energydelivery system of claim 1, wherein the energy transfer interface of theat least one rail car includes a contact shoe.
 11. The energy deliverysystem of claim 10, wherein the contact shoe is positioned to contact acontact plate of the corresponding energy transfer interface of theenergy generation facility to transfer energy.
 12. The energy deliverysystem of claim 1, wherein at least one rail car of the train comprisesa well car loaded with one or more intermodal containers that house thebatteries.
 13. The energy delivery system of claim 12, wherein the atleast one well car comprises a first intermodal container stacked on topof a second intermodal container.
 14. The energy delivery system ofclaim 1, wherein a battery system of a first rail car is electricallyconnected to a battery system of a second rail car such that energy canbe transmitted between the two rail cars.
 15. The energy delivery systemof claim 14, wherein the first rail car does not have an energy transferinterface.
 16. The energy delivery system of claim 1, wherein one ormore of the rail cars comprises a controller that controls energy flowto and/or from the rail car.
 17. A method for transporting electricalenergy from an electrical energy generation facility to an electricalenergy consumption facility via rail, the method comprising: positioninga train comprising at least one rail car loaded with at least onebattery system and at least one energy transfer interface proximate toan energy generation facility; aligning an energy transfer interface ofthe energy generation facility with the energy transfer interface of atleast one rail car via a retractable arm system of the energy generationfacility; charging batteries of the at least one battery system withenergy transferred from the energy generation facility to the at leastone battery system via the energy transfer interfaces; relocating thetrain via one or more rail lines to an energy consumption facility thatis remote from the energy generation facility; aligning an energytransfer interface of the energy consumption facility with the energytransfer interface of the at least one rail car via a retractable armsystem of the energy consumption facility; and transferring energy fromthe batteries of the at least one battery system to the energyconsumption facility via the energy transfer interfaces.
 18. The methodof claim 17, wherein aligning the energy transfer interface of theenergy generation facility with the energy transfer interface of the atleast one rail car comprises: receiving information from one or moresensors of the retractable arm system of the energy generation facilitycorresponding to a position of the energy transfer interface of the atleast one rail car; and aligning the energy transfer interface of theenergy generation facility with the energy transfer interface of the atleast one rail car via a controller of the retractable arm system basedon the received information.
 19. The method of claim 18, whereinaligning the energy transfer interface of the energy generation facilitywith the energy transfer interface of the at least one rail comprises:moving the energy transfer interface of the energy generation facilityvertically via the controller of the retractable arm system.
 20. Themethod of claim 18, wherein aligning the energy transfer interface ofthe energy generation facility with the energy transfer interface of theat least one rail comprises: moving the energy transfer interface of theenergy generation facility horizontally via the controller of theretractable arm system.
 21. The method of claim 18, comprising: locatingthe energy transfer interface of a second rail car via the one or moresensors of the retractable arm system of the energy generation facility;and aligning the energy transfer interface of the energy generationfacility with the energy transfer interface of the second rail car viathe controller of the retractable arm system.
 22. The method of claim17, wherein the energy transfer interface of the at least one rail caris configured to receive energy from the corresponding energy transferinterface of the energy generation facility in a contactless manner. 23.The method of claim 17, wherein the energy transfer interface of the atleast one rail car includes at least one inductive coil.
 24. The methodof claim 23, wherein aligning the energy transfer interface of theenergy generation facility with the energy transfer interface of atleast one rail car comprises positioning the inductive coil of the atleast one rail car to inductively couple with an inductive coil of thecorresponding energy transfer interface of the energy generationfacility to transfer energy in a contactless manner.
 25. The method ofclaim 24, wherein aligning the energy transfer interface of the energygeneration facility with the energy transfer interface of at least onerail car comprises positioning the inductive coil of the at least onerail car within a predefined distance from the inductive coil of thecorresponding energy transfer interface of the energy generationfacility.
 26. The method of claim 25, wherein the predefined distance is5 mm, 20 mm, 100 mm, 300 mm, or 500 mm.
 27. The method of claim 17,wherein the energy transfer interface of the at least one rail car isconfigured to receive energy upon contacting the corresponding energytransfer interface of the energy generation facility.
 28. The method ofclaim 17, wherein the energy transfer interface of the at least one railcar includes a contact shoe.
 29. The method of claim 17, whereinaligning the energy transfer interface of the energy generation facilitywith the energy transfer interface of at least one rail car comprisespositioning the contact of the at least one rail car to contact acontact plate of the corresponding energy transfer interface of theenergy generation facility to transfer energy.
 30. The method of claim17, comprising: relocating the train at the energy generation facilityafter the batteries have been at least partially discharged.
 31. Themethod of claim 17, wherein a first battery system of a first rail carcomprises the energy transfer interface and is electrically connected toa second battery system of a second rail car that does not have anenergy transfer interface.
 32. The method of claim 17, wherein at leastone rail car of the train comprises a well car loaded with one or moreintermodal containers that house the batteries.
 33. The method of claim32, wherein the at least one well car comprises a first intermodalcontainer stacked on top of a second intermodal container.
 34. Themethod of claim 17, wherein the train is moved via one or morelocomotives that are powered independently of energy stored by the atleast one battery system.
 35. The method of claim 17, wherein the trainis moved via one or more locomotives that are powered via energy storedby the at least one battery system.